Time element relay



June 12, 1945. o. s. FIELD TIME ELEMENT RELAY Filed Feb. 17, 1943 5 Sheets-Sheet l Suvntor a f M 4 Ctfoyneg June 12, 1945. o. s. FIELD TIME ELEMENT RELAY Filed Feb. 17, 194:5

3 sheets-sheet 2 E Gttorneg June 12, 1945. Q S HELD 2,378,293

TIME ELEMENT RELAY l Filed Feb. .17, 194:5 :s sheets-sheet 3 vw A n: m6 hw v ventor 9556 si we? Patented June 12, l1945 TIME ELEMENT RELAY Oscar S. Field, Rochester, N. Y., assigner to General Railway Signal Company,

Rochester,

Application February 1'7, 1943, Serial No. 476,207

(Cl. 20D-97) 9 Claims.

This invention relates in general to electrically operated time element relays and has more particular reference to a relay of this type which is especially adapted for railroad use.

The present time element relay measures a time period in connection with. controlling a circuit, or the like, and is of the general type of device as shown in the Field Patent No. 2,199,335, granted LApril 30, 1940, and as disclosed in the Little Patent, No. 2,272,568, granted February 10, 1942.

One of the objects of the present invention is to provide a time element relay having readily accessible means for adjusting the time period to be measured.

Another object of this invention is to provide -mechanical snubbing means which is simpler and more effective than has heretofore been available.

Another object of the present invention is to provide an improved clutching and unclutching means between a driving means and a driven timing wheel which is more dependable, and at the same time simpler than has heretofore been available.

Further objects of the invention are to provide a relay of this type which is simpler yet more durable and dependable and longer lived than has heretofore been realized.

Further objects, purposes and characteristic features of the present invention will appear as the description progresses, reference being made to the kaccompanying drawings showing, solely by way of example, and in no manner whatsoever in a limiting sense, one form which the invention can assume. In the drawings:

Fig. 'l is a sectional view on line I-l of Fig. 2, and viewed in the direction of the arrows of a device in accordance with this invention.

Fig. 2 is a front elevational view, with the front cover removed, of the device of Fig. 1.

Fig. 3 is a sectional view on line 3--3 of Fig. 2, viewed in the direction of the arrows.

Fig. 4 is a sectional view, to an enlarged scale, on line 4--4 of Fig. 2, viewed in the direction of the arrows.

Fig. 5 is a schematic view of the device of Fig. l, included in a control system to show one of its applications.

Referring now to the drawingss the relay constituting the present invention comprises a main casing MC of suitable metal, such as iron, having an open top portion normally covered by a top plate TP of suitable insulating material and detachably fastened .in place as by screws B. This top plate, in the usual manner, carries various terminals posts, as 1, and rests 'on a usual gasket 8. The front end of the main casing is open and is normally covered by a front plate FP' detachably held in place by means such as screws 9. The front plate is normally covered with a cupped front cover FC Imade preferably of suitable transparent material, such as glass or the like. vThis front cover is held in place by long threaded studs ill passing through plate FP and screwing into receiving sockets in lugs Il on the main casing and receiving spring pressed thumb nuts i2 at their outer ends sealed in place by detachable seals as I3. yThis front casing rests on a gasket I4 and is securely held in place by the connecting means just described.

As shown most clearly in Fig. 4, the front plate FP has an aperture therein which is normally covered by a cover plate CP securely held in place by screws I6, and this cover plate carries a rforwardly projecting shaft S having portions I1, I8, i9 and Ztl of different diameters. This shaft S carries a timing wheel TW which is toothed around its periphery, as at 2|, and is fastened rigidly to an inner thimble 22 which is received. on the portion I9 of shaft S whereby the timing Wheel and its thimble can turn cn shaft S, which shaft of course cannot turn, since it is rigidly connected to the center plate CP. Fastened to the timing wheel, as by rivets 23, is a biasing spring housing 24 which embraces the portion I8 of shaft S and contains within itself and surrounding this portion I8, a spiral biasing spring 25, which spring is connected at its outer end tothe spring housing as by a pin 26. The spring is connected at its inner end to an inturned lip 21 of 'an adjusting plate 28 which is rotatable on the portion i1 cfshaft S, and can be held in any desired adjusted position by means of a screw 29, the inner end of which ts into any one of a series of notches 30 in the periphery of wheel 28. Thus, the tension of the biasing spring can be readily adjusted to any desired value by the means described just above.

The timing wheel normally engages a timing contacter 32, which has a detent 33, which is engageable in any one of the teeth 2! of the timing wheel, and when so engaged, the contactor 32 and the timing wheel are constrained to move together.

The contactor 32 is mounted on an arm 34 connected as by rivets 35, for example, to a disc-like collar 36 forming part of an outer thimble 3l which isfslidably and rotatably received on the thimble 22. This thimble 3T is hollow, as shown, to receive a biasing spring 38, of a helical form,

with one end of the spring bearing against the inner end of thimble 31, and the other end bearing against the outer face of the timing wheel.

Mounted on the hollow thimble 31 is a mechanical snubbing member in the form of a relatively heavy thick disc. This snubbing member is pressed by a cupped triangular spring plate 4| against the outer face of flange 36 whereby to produce a frictional effect when these two faces move relatively to each other. The spring plate 4| is held in place behind a cupped Washer 42 which in turn is held in place on the outer thimble by a split washer 43.

The thimble 31 is held against moving too far in a forward direction by means of a split washer 44 cupped into the outer end of the thimble 31 and received in a circulate groove in the inner thimble 22.

The inner thimble 22 in its turn, is held against moving forwardly too far by means of a Washer suddenly stopped, as is the case when the contactor strikes contacts with which it cooperates,

as will appear from the description to follow.

The drive means for driving the timing wheel is shown as comprising a motor M which can be of any suitable, relatively constant speed, type,

and can, for example, be a direct current constant speed motor such as shown, for example, in the Field patent, No. 2,263,331, granted .November 18, 1941; or the Field Patent No. 2,206,667 granted July 2, 1940. This motor, as shown in Fig. 1, is Y.

connected to the front plate FP as by screws 48 and includes a gear train in a housing 49 for driving a stub shaft 50 to which is pinned a drive gear 5|.

For controlling the connection of the drive to the timing wheel, there is employed an electromagnet EM which includes pole shoes 53 connected to the front plate by means of screws 54 passing through the front plate and into the pole shoes.

Between the front plate and the pole shoes, is a. U-shaped support bracket with the base of the U clamped between the pole shoes and the rear face of the iront plate and with the legs as 55 and 56 extending rearwardly of the main casing.

for strengthening purposes, the rear ends of legs 55 and 56 are connected together by a tie plate 51.

The armature 5B, cooperating With pole shoes 53, is connected to a support arm at each end as at -59 at the one end, which arms are pivoted to the inner faces of the ends of the U bracket as at 60 for arm 59, whereby the armature is pivoted so as to readily move to attracted and retracted positions.

The armature is limited in movement in its retracted position by two unturned lips, 601 and 8|, formed on the lower edge of the arms of the U bracket. In its attracted position, armature 58 is limited in movement by the contacting of an adjustable screw or residual pin 591, carried by the armature, with the unturned lip SI1 on the edge of the base member of the U bracket and is positioned between the two pole shoes, as shown more clearly in Fig. 3.

The armature 58, in moving from retracted to attracted position, functions to engage the motor M with the timing wheel by means of a gear and lever connection. This includes a central, outwardly extending arm 62, fastened to the armature as at 63, and carrying in an adjustable manner at its outer end, a threaded vertical member 64 to which is pivoted at 65 an upwardly extending member 66. This member 66 is pivoted as at 61 to a right-angled frame member having a vertical leg 68 and a horizontal leg 68. The frame member, at its angle point, carries a pinion 1| which is always in mesh with the drive pinion 5| carried on the motor stub shaft 58. Shaft 50 passes through the horizontal arm 68 0f the angle bracket, which bracket is suitably heldin place thereon, as shown.

The parts are so arranged that when the armature is in retracted position, pinion 1| is out of mesh with timing wheel TW. When, however, armature 58 is moved to attracted position, the angle frame pivots on the motor drive shaft 58, to bring pinion 1| into mesh with the timing wheel, to thereby turn the timing wheel in a clock-Wise direction, as indicated by the arrow 12, for the purpose of controlling various contacts, as will appear as the description progresses.

As shown in Fig. l, a resistance unit Res is connected in series in the energizing circuit for the motor -M and can be readily replaced by larger or smaller resistance units in accordance with the applied voltage, in order to protect the motor against overheating.

Also, as shown vin Fig. 1, there is a rectifier Rec connected in series with the energizing circuit for the electromagnet EM, which functions to prevent operation of the device if the improper polarity of current be applied thereto. This rectier is mounted on a stud 15 which is carried by a support bracket 16 connected to the main cming, as by screws 11. This stud passes through, and supports the back yoke 18 of the electromagnets, and thus the magnets which are at their forward ends are supported by the front plate.

The contacter 32 which, as described above, is moved during operation of the device by the timing wheel, cooperates with various sets of contacts which it bridges across for completing circuits.

As shown particularly in Figs. 2 and 5, there is a pair of check contacts 19 and 80 which are normally bridged across by a contactor |20 on the timing wheel, when it is biased to its unoperated position by the biasing spring. These contacts 19 and 80 are carried by contact fingers as 8| and 8|1 held in an insulating block 82, carried by the front plate by means of bolts 83. These contact fingers are limited in movement in a counter-clockwise direction, as viewed in Fig. 2, by a stop pin 84 carried by the front plate.

A second pair of contacts which function as timing contacts 85 and 86 are carried by contact fingers 81 and 88 which are held in an insulating block 89 held on the front plate by bolts 90. These contact fingers, as well as the check contact fingers, are furnished with stop plates as 82 and 93. Also, carried by the block 89 is an overrun set of contacts 84 and 95, equipped With a pusher having a lost motion connection with the fingers 81 and 88, whereby, if the contacter 32, after bridging across the contacts 85 and 86, continues to travel but a short distance, the pusher 96 operates to open the overrun contacts 94-95 and break the motor energizing circuit, as will appear more clearly in the following description.

This timing device isarranged for facilitating changing of the timing period to be measured by the device. This is accomplished by a wrench member W which is held in a sleeve 9'1, held in place by a nut 98 in an opening in the front cover. This wrench is sealed against operation, as by seal 99, to prevent unauthorized changing of the timing period.

When it is desired to change the timing period, either to increase or decrease it, the seal 99 can be broken and the wrench W can be pushed inwardly to engage the wrench slot I0!! in the outer thimble which can be pushed inwardly against the pressure of spring 38 to disengage contactor 32 from the detent 33 on the timing wheel. The wrench can then be turned to turn the contactor 32 with respect to the timing wheel in either di rection, and then the wrench can be withdrawn to permit reengagement or remeshing of the contactor and the timing wheel. The contactor arm carries an indicator IBI for convenience in adjusting the timing period, and this indicator cooperates with various arbitrary marks |02 about the periphery of the timing wheel.

The adjusting means for the timing wheel biasing spring 25 is employed for initially adjusting the tension of this spring, during manufacture, to insure proper contact pressure between the contactor l2!) and the check contacts when the device is deenergized.

In Fig. 5 is shown, in a wholly diagrammatic manner, one of the many applications for which this timer is adapted. This application relates to the control of a track switch at a siding and is so arranged as to prevent danger of the switch being moved in the path of an oncoming train.

As shown in Fig. 5, there is a stretch of single track separated into electrically isolated sections to constitute an approach track section AT and a detector track section DT. A siding m5 conu nects to the detector tra-ck section by a track switch TS, which can be controlled by a poweroperated switch machine SM, which in turn is controlled through a circuit including a contact finger |06 and front point of a lock. relay LR.

Associated with the approach track section is an approach track relay ATR, and in like manner associated Iwith the detector track section is a detector track relay DTR. An approach relay AR is employed in the system and is energized through a circuit including contact finger lill. and front point, of relay ATR, and Various approach selection contacts, indicated as |08, and which can be of any usual character. At the entrance to the detector track section, traffic bein?? considered in the direction of the arrow IUS, is a wayside signal S2 having upper arm S2a and a lower arm S21; controlling, respectively, the main line track and the turn-out This signal can be manually controlled, subject, of course, to traffic conditions. As shown, there is a signalrat-stop relay MR which is energized through a circuit which includes signal contactors H0 and I I |closed when the respective signal arms are at stop. A relay ASR, an approach stick relay, is employed in the system for purposes which will appear as the description progresses.

On setting up a route, the signal is of course cleared, and this causes the release of relay MR, which in turn causes the release of the approach stick relay ASR as is obvious from the showing of Fig, 5. This does not, however, initiate the timer because, although contact finger H2 has made up its back point, there is no energy on wire H3 for energizing the motor and electromagnet of the timer, since the source is disconnected at contact finger I I4 of relay MR which, it should be recalled, is at this time in released position.

If now it be desired to change the route already set up, the signals are first put to stop, after which the switch is moved to the desired new position. If, at this time, the approach section is not occupied, then the approach relay AR is in attracted position sol that putting the signals to stop and the subsequent picking up of relay MR puts energy through contact linger H4 and front point on the timer tending to initiate the same. The timer, however, is not initiated since it is slow enough to respond to energy, to permit the approach stick relay ASR to pick up through contact finger H6 and front point of the approach relay AR to thereby remove energy from the timer.

If, however, at the time the route is to be changed, the approach track section is occupied, the approach relay AR is in released position, and with the approach stick relay ASR in released position, due to the previous clearing of the signals, and with the relay MR in attracted position, due to the subsequent placing of the signals at stop, energy is placed on the timer energizing wire H3, through a front point of relay MR and a back point of relay ASR, to initiate the timer by energizing in multiple the electro-magnet EM and the motor M. It should be here noted that energy of the incorrect polarity will not energize the electro-magnet due to the rectier Rec. Also, the resistance Res in the motor circuit is selected to be of a proper value with respect to the applied voltage, so as to protect the motor against damage from overheating` If the detector track section DT had been occupied at the time it was desired to change the route, relay DTR would have been in released position and relay ASR would have been restored to attracted position through a circuit including contact iinger Il8 and back point of relay DTR, whereby to prevent the initiation of the timer. This is wholly proper and safe since the detector track section relay DTR, in released position, has opened the energizing circuit for the lock relay LR at contact finger H9, and hence, control of the switch machine through its energizing circuit is withheld, In this same situation, should there also be an approaching train on the section AT so that relay AR is in released position, the timer still is not initiated, and this is wholly proper since the train on the approach section is faced with a stop signal due to the above referred to occupancy of the detector track section, and hence, is presumably under control so as to stop before reaching the turn-out.

Consider, now, the operation when the time element device is initiated, as set forth above, by the motor and the electro-magnet being ener-- gized in multiple. Upon the electro-magnet being up of relay ASR, and hence to break the energizing circuit for the timer. Upon picking up, relay ASR is stuck up through a stick circuit including its contact iinger l I2 and front point and contact iinger H4 of front point of relay MR..

Upon being deenergized, the timer wheel returns under the urge of its returning spring to the initial position in a practically instantaneous manner, to reclose the check contacts '19 and 83 and thereby complete an energizing circuit for the lock relay LR which includes these check contacts in closed position, the contact finger Il!) and front point of the detector track relay DTR, the Contact iinger |23 and front point of relay ASR, and contact finger I I4 and front point of relay MR. With the lock relay LR in picked up position, the switch machine can be controlled at will to move the track switch and set up the desired changed route.

The overrun contacts are operated as soon as suflicient contact pressure has been built up betweencontactor 32 and contacts 85 and 86, and the gap between pusher 96 and contact finger 81 is for the purpose of first permitting the building up of this contact pressure. These contacts 94 and 95 are employed to cut off energy from motor M, while leaving energy on the electro-magnet EM and the drive-in mesh, where the timer is employed in connections other than with a relay, as the relay ASR.

When employed in connection with an approach stick relay, as ASR, should the relay fail to pick up upon closure of the timing contacts, the motor is nevertheless deenergized.

It is of course to be understood that, under certain conditions, the overrun contacts can be adjusted to normally open, so as to furnish an additional safeguard against the system operating beyond the contempla-ted proper point.

The above specinc description of one form which the present invention can assume has been given solely by way of example, and is not intended, in any manner whatsoever, in a limiting sense. It is to be understood that various modifications, adaptations and alterations may be applied to meet the requirements of practice without in any manner departing from the spirit or scope of the invention, except as limited by the appended claims.

What I claim is:

1. In a time element relay, in combination, a front plate, a shaft carried by the plate, a peripherally toothed timing wheel rotatable on the shaft. a timing contactor rotatable and slidable on the shaft, a iixed time contact engageable by the timing contactor, means for rotatably driving the timingwheel. a tooth on the contactor engageable with any of the teeth on the wheel, means biasing the contactor to position its tooth in engagement with a wheel tooth, a completely enclosing relay casing, and adjusting wrench means operable from outside of the enclosing casing for sliding the contactor on the shaft so as to disengage its tooth from the wheel and for then turning the contactor on the shaft relatively to the wheel, and then permitting reengagement of the tooth with the wheel.

2. In a time element relay, in combination, a front plate. a shaft carried by the plate, a peripherally toothed timing wheel rotatable on the shaft. a timing contactor rotatable and slidable on the shaft, a Xed time contact engageable by the timing contactor, means for rotatably driving the timing Wheel, a tooth on the contactor engageable with any of the teeth on the Wheel,

means biasing the contactor to position its tooth in engagement with a Wheel tooth, adjusting means operable for sliding the contactor on the shaft so as to disengage its tooth from the wheel and for then turning the contactor on the shaft relatively to the wheel, and then permitting reengagement of the tooth with the wheel, a thimble fixed to the contactor and rotatable and slidable on the shaft, an upstanding flange on one end of the thimble, a snubbing wheel slidable and rotatable on the thimble, and elastic means at the other end of the thimble biasing the snubbing Wheel against said ange, whereby to snub the timing wheel upon the contactor striking the fixed contact.

3. In a time element relay, in combination, a front plate, a shaft carried by the plate, a peripherally toothed timing wheel rotatable on the shaft, a timing contactor rotatable and slidable on the shaft, a fixed time contact engageable by the timing contactor, means for rotatively driving the timing Wheel, atooth on the contactor engageable with any of the teeth on the wheel, means biasing the contactor to position its tooth in engagement with a wheel tooth, a completely enclosing relay casing, adjusting wrench means operable from outside of the enclosing casing for sliding the contactor on the shaft so as to disengage its tooth from the wheel and for then turning the contactor on the shaft relatively to the wheel and then permitting reengagement of the tooth with the wheel, a thimble xed to the contactor and rotatable and slidable on the shaft, an opstanding flange on one end of the thimble, a snubbing Wheel slidable and rotatable on the thimble, and readily removable elastic means at the other end of the thimble biasing the snubbing wheel against said nange whereby to snub the timing wheel upon the contactor striking the fixed contact.

4. In a time element relay, in combination, a support plate, a stub shaft carried by the plate, an inner thimble rotatable and non-slidable on the shaft, an outer thimble slidable and rotatable on the inner thimble, a peripherally toothed timing Wheel iixed to the inner thimble, elastic -means biasing the wheel to an initial rotative position, a timing contactor xed to the outer thimble, a tooth on the contactor engageable with any of the teeth on the wheel, means biasing the contactor and outer thimble lengthwise of the shaft to position the tooth in engagement with the wheel, the contactor and outer thimble being slidable against its biasing means to disengage its tooth from the wheel.

5. In a time element relay, in combination, a support plate, a stub shaft carried by the plate, an inner thimble rotatable and non-slidable on the shaft, an outer thimble slidable and rotatable on the inner thimble, a peripherally toothed timing wheel fixed to the inner thimble, means biasing the wheel to an initial rotative position, a timing contactor fixed to the outer thimble, a tooth on the contactor engageable with any of the teeth on the wheel, means biasing the contactor and outer thimble lengthwise of the shaft to position the tooth in engagement with the wheel, the contactor and outer thimble being slidable against its biasing means to disengage its tooth from the Wheel, a lateral ange on one end of the outer thimble, a snubbing Wheel slidable and rotatable on the outer thimble, and means slidably biasing the snubbing wheel against the flange.

6. In a time element relay, in combination, a

support plate, a stub shaft carried by the plate, an inner thimble rotatable and non-slidable on the shaft, an outer thimble slidable and rotatable on the inner thimble, a peripherally toothed timing wheel fixed to the inner thimble, means biasing the wheel to an initial rotative position, a timing contacter xed to the outer thimble, a tooth on the contacter engageable with any of the teeth o-n the wheel, means biasing the contactor and outer thirnble lengthwise of the shaft to position the tooth in engagement with the wheel, the contactor and outer thimble being slidable against its biasing means to disengage its tooth from the wheel, a lateral flange on one end of the outer thimble, a snubbing Wheel slidable and rotatable on the outer thimble, means slidably biasing the snubbing wheel against the flange, a completely enclosing relay casing, an adjusting wrench slidable and rotatable in the casing with its operating handle extending to the outside of the casing, the wrench being positioned, upon sliding it inwardly of the casing, to engage the outer thimble for sliding and rotation of the thimble.

7. In a motor driven timing device, a rotatable timing gear, resilient means for biasing said timing gear in one direction toward-a fixed initial position, check contacts operated by said timing gear only when it is in said fixed initial position, control contacts associated with said timing gear, operating means adjustably attached to said timing gear so as to be manually adjustable to different selected positions around the axis of said timing gear to determine the amount of rotation of said timing gear away from said fixed initial position required to eiect the operation of said control contacts, a substantially constant speed motor, a clutch means acting when energized to operatively connect said motor to said timing gear, control circuit means for energizing said clutch means and said motor to cause operation of said timing gear away from said fixed initialtiming gear to said fixed initial position by said resilient biasing means for indicating the completion of a timing operation only if said timing gear actually assumes said fixed initial position and said check contacts are operated.

8. In a motor driven timing device, a rotatable shaft, a timing gear non-rotatablyv mounted on said shaft, resilient means for biasing said timing gear toward a xed initial position, check contacts operated by said timing gear only when it is in said fixed initial position, control contacts associated with said timing gear, operating means adjustably attached to said timing gear so as to be manually moved to different selected positions around the axis of said timing gear to determine the amount of rotation of said timing gear away from said fixed initial position required to eiect the operation of said control contacts, a snubbing wheel mounted on said shaft and rotatable relative thereto, means for producing a predetermined amount of friction between said snubbing wheel and said shaft during any relative movement so that said snubbing Wheel can move relative to said shaft due to the inertia of the snubbing wheel when said timing gear is stopped atfor actuating said clutch means and energizing said motor to cause operation of said timing gear away from said iixed initial position in a direction opposite to its bias to cause operation of said control contacts after a measured time determined by the selected position of said operating means, and means governed by the operation of said control contacts for rendering said clutch means inactive to disengage said motor to permit the restoration of said timing gear to said fixed initial position by said resilient biasing means to operate said check contacts for indicating the completion of a timing operation only ii' said timing gear actually assumes said iixed initial position, whereby said snubbing wheel acts upon the restoration of said timing gear to said fixed initial position to exert a turning force on said shaft to maintain said checking contacts operated in spite oi any tendency of said timing gear to rebound away from said initialposition.

9. In a mo-tor driven time measuring organization, a rotatable shaft, a timing gear non-rotatably mounted on said shaft, check contacts associated withsaid timing gear, resilient means for biasing said timing gear toward a fixed normal position in which it is effective to close said check contacts, a substantially constant speed motor, a clutch means acting when energized to operatively connect said motor to said timing gear, control means at times rendered effective for energizing both said clutch means and said motor to cause the operation of said timing gear away from its initial fixed position against the biasof said resilient means to measure time, con trol contacts associated with said timing gear and caused to be operated thereby when said timing gear has been operated a predetermined distance away from said normal position, a snubbing wheel rotatably mounted on said shaft, means for producing a predetermined amount of friction between said snubbing wheel and said shaft during any relative movement, means acting in response to the cio-sure of said control contacts for causing said control means to deenergize both said motor and said clutch means to thereby permit the relatively quick restoration of said timing gear to said normal position to eiiect the operation of said check contacts, and circuit means electrically governed by the operation of said control contacts a predetermined time after said control means is initially rendered effective only providing said check contacts are subsequently operated, whereby the timing operation' required to govern said circuit means is assured of always including the operation of said timing gear through said predetermined distance, and whereby the operation of said check contacts is positive by reason of the damping action of said snubbng wheel irrespective of the tendency of said timing gear to rebound when suddenly stopped at said fixed normal position.

OSCAR S. FIELD. 

